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RAILWAY TRAIN CONTROL SYSTEM Original Filed June 4, 1915 I 1.8 Sheets-Sheet 18 Patented Jan. 1, 1924.

UNITED- s'r TEs PATENT mm.

.MJBER'I V. DAY, OF NEW ROCH ELLE, NEWYORK, ASSIGNOR TO THE UNION SWITCH AND SIGNAL COMPANY, OF SWI SSVAILFE, PENNSYLVANIA, A CORPORATIQN OI PENNSYLVANIA BAILWAY-TRAIN-GQNTROL SYSTEM.

Application filedJune 1, 1913, Serial No. 771,650. Renewed March 14,1922 Serial No. 543,767.

To all whom it may concern."

Be it known that I, ALBERT V. .T. DAY, a citizen of the United States, residing at New Rochelle, in the county of .Westchester and State of New York, have invented certain new and useful Improvements in Railway- Train-Control Systems, of which the following is a specification, reference being had therein to the accompanying drawings, forming part thereof.

control apparatus and systems in which the movement of a railway train or vehicle is controlled in accordance with a signal, automatic brake, or other suitable train controlling means carried on the train or vehicle and governed by suitable extraneous means or conditions, such as the position of. a signal or the condition of a section of the track which the train or vehicle is approaching.

Different embodiments of my broad invention are illustrated in the accompanying drawings. In these drawings:

Figure 1, comprising two sheets, right an left, isa complete diagrammatic representation of one complete embodiment of my invention; I p

Figure 2 is an enlarged view ofthe monitor mechanism or co-ordinator included in the left sheet of Figure 1;

Figure 3 is a vertical sectional view of the time recording type wheels included inthe: recorder represented on the right sheet of Figure 1;

Figure 4 is a rightelevationof the time -wheels of Figure 3;

Figure 5 is a vertical section of the parts shown in Figure '3 taken on the plane indicated by the line 5-5 of Figure3';

Figure 6 is a similar sectional view on the plane of the line 66 of Figure 3;

Figure 7 is a similar section taken through points indicated by the line 7-7 of Figure 3* Figure 8 is an enlarged detailed view of the switch locking means represented in Secism of Figure 2;

Figure 10 is a similar view showing the shift handle 21 in locking position;

the adaptation of my train control system to varying conditions of service, and comprises seven sections on sevenoconsecutlve sheets deslgn'ated as Sections A, B, C, D, E,

- F and G; My invention relates to that class of train Figure 13 comprises three successive sheets marked Section A, Section B and Section C, which together represent a strip of thetape Which-has issued from the recorder shown in the right sheet of Figure 2;

Figurel l is a diagram of another embodiment of my invention, and comprises two sections on two consecutive sheets designated as Section A and SectionB;

Figure 15 is an enlarged detail of the tape feeding and printing mechanism of the recorder included in Figure 14;

Figure 16 is a representation of acard which has been out ofi from the tape, printed in the recorder of Figure 14;

Figure 17 is a diagrammatic representation of still another embodiment of'my invention;

Figure'18 is an enlarged sectional view of cluded in the monitor mechanismvof Figure 17 the section being taken on the line 19 of Figure 17.

I will first describe the system illustrated,

in. Figure 17 since this 'is the most elemental embodiment of my invention which I have shown in the drawings;

The monitor casing 22 is carried in the locomotive cab or in any other suitable loca-' tion on arailway vehicle a nd encloses all the mechanism of the moniter. This monitor I sometimes designate as the co-ordinator since it is the function of this mechanism to co-ordinate the factors of speed .and distance in the automatic actuation of the brakes or other train controlling means.

The co-ordinator shaft 23 is geared by any suitable means to the axle of the vehicle wheel 24 and extends vertically upward through the monitor casing, the upper end of the shaft being journalled in the lug or boss 25 formed on the casing. Centrifugal weights 26 are pivoted on an enlargement formed near the upper end of the monitor shaft, the pivotal centers being located at the lower inner corners of the weights so that gravity and centrifugal force both tend to throw the weights outward, Contact buttons formed on the inner edges of the weights near the upper ends thereof, make rubbing contact with a metallic ring 27 mounted on the lug 25 but insulated therefrom. A collar28 is splined on the monitor shaft and connected by links 29 with the weights 26, the links being pivotally connected to the collar at a common point and pivotally connected to the weights at points just outside their pivotal connections with the mbnitor shaft, whereby an upward thrust upon the collar 28 will tend to hold the weights up and maintain their contact buttons in contact with the ring 27. A compression spring 30 surrounds the monitor shaft and is compressed betweenthe splined collar 28 and a collar 31 also splined upon the monitor shaft.

The monitor shaft carries two bevel gears k 37 and 38 located just above the bottom of the casing. These bevel gears are mounted between collars 33, 34 and 35, 36,respec tively, fixed upon the monitor shaft. Each bevel gear is connected to the shaft by a directional clutch such as represented in Figure 18, the effect of whiclris totransmit motion from the shaft to each bevel gear in one direction only. The interior of each gear hub is cut out to form corners or notches in which are mounted clutch balls 41, and springs 42 each compressed between a ball and the bottom of a pocket. When the monitor shaft turns in one direction, for

instance counter-clockwise as appearing in Fi re 18, the rotation of the shaft tends to we ge the balls in between the surface of the shaft and the surface of the pockets, thereby locking the shaft to the gear hub and forcibly transmitting the shafts rotation to the gear. When the rotation of the shaft is reversed, the wedging action of the balls is relieved in the obvious and well known manner, so that in its reverse movement the shaft rotates freely within the gear hub without transmitting its movement thereto. 1

The monitor shaft transmits movement to the gear 38 in the direction indicated by the arrow around the gear hub, although runnlng freely in this directionin the hub .of the gear 37. A reverse rotation of the monitor shaft transmits movement to the gear 37 in the direction of the arrow above this gear, although in this direction the shaft rotates freely in the hub of the gear 38. Hence the gear 39, mounted on the countershaft 40 and oppositely meshing with both gears 37 and 38 as indicated, will be rotated in the direction of the arrow about the-shaft 40, by either rotation of the monitor shaft 23.

A vertical traveller shaft 44 is mounted in the monitor casing and near its lower end carries a Worm gear 45 meshing with a worm on the counter shaft 40, whereby the traveller shaft is continuously rotated in the er part of its length and receiving two clutch dogs 47, the inner cylindrical surfaces of which are cut with a female thread corresponding to the V-thread of the worm 46. The dogs are held against the worm by springs 48 mounted on the traveller. The horizontal arm of the traveller yoke extends to and surrounds the monitor shaft 23, the shaft turning therein with free clearance. The spring collar 31 rests on the upper side of the traveller arm so that the traveller arm supports the pressure of the spring 30.

A solenoid core 49 is screwed to the traveller yoke between the monitor shaft and traveller shaft, and extends upwardly into the solenoid 50 secured to a suitable cross bar 51.

The solenoid is normally I energized through a circuit local to the railway vehicle and which may be traced as follows: from the vehicle battery 52 through the contacts 53 normally closed by the relay 54, and thence through the wire 55, solenoid 50 and wire 56 back to the battery. The relay 54 is-norm'ally energized by a current flowing from the battery 52 through the contacts 57 also normally closed by the relay 54, and thence through the wire 58, contact plate 59, contact spring 60, wire 61, relay 54 and wires 62 and 56 back to the battery.

The contact spring 60 is mounted on the upper endof the stem 63 which slides in the insulated bearing 64 and carries the contact shoe 65 adapted to engage short ramp rails such as 66 located at successive points along the railway.

is de-energized, the solenoid 50 will also be 

